Actuator for aeroplane-stabilizers.



A B. THAW.'

ACTUATOR FOR AEROPLANE STABILIZERS. APPLICATION HLED 050.20.1915.

Z SHEETS-SHEET I '9 60 IIVVE/VTOR i A. 5/0. 7774220 WITNESSES Patented. J an. 14, 1919.

A. B. THAW. ACTUATOR FOR AEROPLANE STABILIZERS.

APPLICATION FILED DEC. 20.1915;

Patented. Jan. 14, 1919.

2 SHEETSSHEET 2.

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. DEF. BLAIR THA'W, 07F NEW YORK, Ft. Y.

ACTUATOR F AFRUJPLANlE-STABILIFJEMS.

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specification ct Letters Iratent. I

Patented dano'itd; iota.

application filed December to wit. serial No. t'if,lt'?.

Among the principal objects which the 7 present invention has in view are: to provide an actuator for stabilizing mechanism primarily operated by inertia resulting in relative movement of two parts in a vertical plane; to provide a stability element operatively suspended by head wind pressure; to provide a stabilizer having a cooperative balanced weight member and anair-pressure member, said members being disposed in balanced relation; and to provide an actuating weighted member disposed responsive to movements of a carrying member in a vertical plane.

Drawings.

Figure 1 is a vertical side elevation of an actuator constructed and arranged in ac eordance with the present invention;

Fig. 2 is a horizontal section taken as on the line 22 in Fig. i;

Fig. 3 is a vertical section taken as on the line 3-3 in Fig. l;

' Fig. t is a vertical section taken as on the line M in Fig. 1;

Fig. 5is a diagrammatic view indicating an aeroplane havingrighting members and a power-driven mechanism for operating the same; and an actuating mechanism tor said power-driven mechanism; i

Fig. 6 is a diagrammatic view showing the normal relation of the static member and pressure-compensating vane, the terminals of operating electric circuits, and a floating contact operatively connected with said vane;

Fig. 7 is a diagrammatic viewshowing the relation of the parts above enumerated when 0 eratin "to" correct the action of an aerop'ane w en adected by a head-on gust of position of the parts when for any reason there is a failure of the normal head pressure; i

Fig. 9 is a detail view showing in perspective the connection between the static member and the air-pressed frame, the dotted lines in said figure indicating one of the working positions of the mechanism connecting said member and frame.

Descidph'oa As seen in the drawings, a static member is adjustabl'y held by a nut 16 at the end or a tilted arm 17. The arm 17 is integrally termed with a short arm 18, both arms being extended from a hub l9 the reduced ends 20 whereof are mounted in bearings formed in the standards 21. The purpose of the short arm 18 is to form an engagement member for the spring 22, the upper end of which is held by an anchor bolt 28 in the cross bar of a yoke irame 24b. The yolte frame 24 extends to the outer sides of the standards 21, and is pivotally mounted on the reduced ends 20 of the arm 1%.

The arm 1'? is normally supported by a link-25. The link 25 is pivotally connected with ablock 2t and with a coupling pin 2?". The coupling pin 2'? unites the link 25, links 28, and the rod 33. A bar 29, with which the rod 33 is connected, is slidably mounted in a blockSO, as best seen in Fig. 3 oi the drawings, and is locked in adjusted position therein by a set screw 31. The bar 29 .is guided at its forward end in a block 32.,

as best seen in Fig. 1 ol the drawings. The purpose oi the bar 29 is to advance or retract the working position oi the coupling pin 27. To this end; the rod 33 is pivoted to the bar 29., employing for that purpose, a pin 34L. p a

The pin 27 is suspended from a rocking frame, having the horizontally disposed side arms 35. The side arms 35 are supported at their ends by swinging straps $6. The straps 3t are pivotally supported at their upper ends by brackets 3? integrally'\ formed with or rigidly connected to the top of a casing 3%..

The swing frame formed by the arms 35 and the straps 36, is primarily opera upon by a wind-pressure vane 39. The vane 39 is normally suppod by a rod all, which tit) til

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enters the casing 38 through a passage 41 therein, to be supported by pins 42 and 43 extended between the side arms 35.

When the actuator is in operative position, the vane 39 is turned in the direction of flight of the aeroplane whereon it is mounted. The resistance of the air through which it is moving, normally presses the vane and side arms with which it is conevident that so nected, backward. This operation is counteracted by the static member 15, the weight whereof presses the link 25 on the pin 27, which is connected through the links 28, with the said arms 35. When the weight of the static member is thus supported by the arms 35;, the movement of the arms must result indifting the static member. The degree to which the said member is lifted, is dependent on the angle of disposition of the link 25 to the arms 35. llf the bar 29 is retracted to the position shown in full lines in Fig. 1 of the drawings, it will be seen that the pin 27 is disposed directly below the rivets 44, connecting the links 28 with the arms 35 and the pin 45, which connects the block .26 and link 25, as seen best in Fig. 2 of the drawings.

' When the members are so disposed, it is the arms 35 will be moved a greater distance before the pin 27 is lifted, than if disposed as shown by dotted lines in Fig. 1 of the drawings. When disposed as shown by said dotted lines, the rod 33 is immediatelyswung on its pin 34, with the result that the static member 15 is instantly lifted 0r rocked on the pivot formed by the ends 20 of the hub 19.

From the foregoing it will be seen that in service the weight of the static member 15 operates to oflset the normal wind pressure on the vane 39, the bar 29 being adjusted to this end. The greater the. allowed wind pressure, the farther the rod 29 is advanced. When the adjustment is made, the screw 31 is manipulated to fit the same. I

From this it will be seen that after adjustment and before the aeroplane with which the apparatus is connected is in flight the weight of the static member 15 operates through the links 25 and 28' to swing the arms 35 forward, advancing the vane 39 out the vane 39 and arms 35 of it normal position. This movement of is arrested by the contact arm 46, which contact arm is rigidly connected with the straps 36st the rear of the apparatus, and with the shaft 47 sup- The arm 46 has at the gage suitable contact points on the brackets 49 and 50, forming the terminals of circuits Ip nblodymg contact wires 51 and 52, respecive y.

When it is desired to vary the pressure ex.-

" erted by the weight of the static member 15 menace on the vane 39, without altering the adjustment of the bar 29, the frame 24 is rocked on its bearings to advance or re-set the operating position of the spring 22. It is evident that if said frame 24 is moved forward, the pull of the spring 22 on the arm 18 adds to the effect of the weight of the static member 15. Reversely when the frame is retracted, the pull of the spring 22 subtracts from the effect of the weight of the static member 15 on the vane 39.

The operative position of the frame 24 is manually controlled by a thrust member 53. The member 53 is of any suitable and conventional construction. 1 generally prefer to employ a Bowden cable, one end whereof is conveniently disposed adjacent the aviators seat 011 the aeroplane on which the apparatus is mounted.

Previous to attaining the normal speed of. the aeroplane, the switch 54 is opened, thereby preventing the operation of the circuits on the stabilizing mechanism.

Any suitable form of stabilizing mechanism wherein righting members are adjusted to vary air pressures for establishing the equilibrium of an aeroplane, may he used in connection with the actuator herein disclosed. The stabilizing mechanism preferred by me is disclosed in Letter Patent granted to me by the United States for improvements in stabilizers for aeroplanes, under date of January 25, 1916, numbered 1,169,695, to which Letters Patent cross reference is here made.

In Fig. 5 of the drawings is shown a drum 55, whereon a cable 56 is wound. Two extensions of the cable 56 are connected with a tail plane 57, the dotted lines indicating said, cable being used to show that the extension of the cable is below the body of the aeroplane and tail plane 57. Suitable mechanism. for actuating the drum 55 suecessively in relatively opposite rotary directions is employed. Electro-responsive devices, such as motors 58 and 59, are employed for determining which rotary direction the drum 55 shall take, and to this end, the said responsive devices are incorporated in circuits, both including an electric source 50 and the terminals on the brackets 49 and 50, respectively. Suitable mechanism for continuously rotating the devices 58 and 59 may be employed. That preferred by me embodies an electric motor operatively attached to the devices 58 and 59 to'rotato the same lll'OPPOSltB directions, said motor being driven by means of a storage battery of suitable type carried in the aeroplane.

'llt will be understood that the present appara-tus is employed more particularly for maintaining longitudinal stability in the aeroplane equipped therewith. F or this reason, the drum 55 is operatively connected with the plane 57 only, a separate drum and connections therefor with ailerons are shown in the drawings without designating numerals or further reference thereto.

pemtion.

When an aeroplane is equipped with stabilizing mechanism having the drum 55 and cable 56, arranged substantially as indicated herein, the operation is as follows: The aeroplanehaving attained its normal speed, the aviator closes the switch 54:. The

to reduce the ground speed of the aeroplane.

This edect is in part overcome by the stability of the member 15, which being heavy, continues its movement forward. The for.- ward movement of the member thrusts the link and the pin 27 forward moving the side arms and the vane 39 connected therewith in a forward direction or in the direction in which the aeroplane has been traveling. llnder normal conditions, the effect of the diminution of head pressure on the vane 39 and the relative advance of said vane by the member to react with the result that the arm 35 and vane 39 are held in the position shown in Fig. l, and the-contact arm 46 remains disengaged from the brackets 4:9 or

lit the gust strikes the aeroplane so that the same is levitated, the effect of the inertia on the member 15 is further augmented due to the vertical movement of the aeroplane and the consequent corresponding direction of inertia exerted by the member 15. The

immediate result of this would be to mdve the vane 39 forward, overcoming the air pressure thereon, so that the contact arm l6 engages the bracket 49, with the result, as hereinafter described, of correcting or reestablishing the plane of flight.

if the head pressure is for any reason suddenly reduced, the vane 39 would be moved by the member 15 in a forward direction, with the result that the arm 46 would make contact with the bracket 50. As arranged, this contact would cause the aeroplane to Y climb. This does not, however, occur as the reduction of pressure in front of the aeroplane induces an immediate increment in the speed thereof, which operates on the member 15 to draw the same backward, thereby compensating for the lack of pressure in front, with the result that the arm from the bracket it.

at is held away bacard until the arm to engaged the bracket 50;, A circuit would then be established through the wire 52, which would result in operating the tail plane 5'3, to point the aeroplane upward, until the reduced speed incident to the climb would relieve the pressure on the vane 39, and permit the member 15 to move the same until the arm it rests between the brackets 49 and 50.

llt will be noted that an aeroplane in flight has two actions: the one lifting, the other dropping and when a gust strikes in front, the aeroplane ascends in a vertical direction even before being pointed to climb. The reverse etdect results in equal degree when head pressure is suddenly diminished.

By poising the weighted static member in an eatended position, it is made sensitive to the actions of the aeroplane as above mentioned As these actions are almost invariably precessive to the pointing up or pointing down of the aeroplane, their edect on the stabilizing mechanism is to time the action of the same slightly in advance of the movement of the aeroplane, and prevents, rather than corrects, any instability in dig-ht of the same,

7 tlainaa.

1. An apparatus as characterized comprisin t a plurality of separated electric termina s; a circuit terminal for selectively engaging said electric terminals; a weighted member suspended at an angle to the horiaontal for normall maintaining said circuit terminal in space relation to said electric terminals; and air-pressed means connected with said weighted member for suspending the same,

2. An apparatus as characterized comprising'a plurality of separated electric terminals; a circuit terminal for selectively engaging said electric terminals; a Weighted member suspended at an angle to the-horirental for normally maintaining said circuit terminal in spaced relation to said electric terminals; air-pressed means connected with said-weighted member for suspending the same; and auxiliary supporting means for said weighted member; and means for varyr" the effect on said weighted member of se au'ailiary supporting means,

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3. An apparatus as characterized comprissaid Weighted member for suspending the ing aplurality of separated electric termisame; and means for adjusting the air- 10 nals; a circuit terminal for selectively enpressed means for varying the operative gaging said electric terminals; a Weighted efi'ect thereof.

5 member suspended at an angle to the hori- ALEXANDER BLAIR THAW.

zontal for normally maintaining said circuit Witnesses: terminal in spaced relation to said electric E. F. MURDOCK,

terminals; air-pressed means connected with H. I. GORMAN. 

